Throttle-operating mechanism for explosive-engines.



A. WINTON 61: H. B. ANDERSON. THROTTLE GPERATING MEGHANISM FOR EXPLDSIVEENGINES.

APPLIGATION FILED 00T. 20, 1906.

Patented Mar. 15, 1910.

',\ I ...il

- gnou/tow @62nd/moulu m attenant www..

UNITED sTATns P iTENT ernten.

ALEXANDER WINTON AND HAROLD ANDERSON, OF CLEVELAND, OHIO, ASSIGNORS TOTHE WINTON MOTOR CARRIAGE COMPANY, OF CLEVELAND, OHIO.

THROTTLE-OPERATING MECHANISM FOR EXPLOSIVE-ENGINES.

To (dt whom it may concern:

Be it known that we, ALEXANDER W'm'rox and llAuoLo B. ANnnnsoN, citizensof the United States, residing at Cleveland, in the county of Cuyahogaand State of Ohio, ha ve invented certain new and useful Improve-- mentsin Throttle-Operating Mechanism for IlXplosive-Engines, of which thefollowing is a specification, reference being had therein to theaccompanying drawing.

This invention relates to improvements in throttle operating mechanismfor explosive engines, the object of which is to so construct a throttleoperating mechanism that it can be independently operated by separatedevices (as for instance, by separate hand and foot operated members)without any lost-motion of either, whereby the slightest movement ofeither device will instantly open the throttle and cause the engine toinstantly pick up l or increase its power and speed.

In the accompanying drawings, Figure l illustrates a sectional view of apreferred form of mechanism for carrying out the invention. Fig. 2 is anend view of Figi l.

The throttle-operating mechanism forming the subject-matter of thisapplication is especially designed for use in connection with explosivemotors for motor carriages. It is common in the high grade cars now onthe market to provide separately operated devices for controlling theengine throttle, and thus the power and speed of the engine. One ofthese devices is under the control of the foot of the driver while theother is under the control of the hand of the drivel', or in otherwords, a hand lever on the steering wheel and a foot button or lever onthe Hoor of the car. In such arrangements the hand lever is intended toremain where placed, and is generally used to regulate thc minimum speedof the motor, and the foot button or lever is used for further increaseof the power or speed of the engine. The foot button in suchconstruction is usually held up by a moderately stiff spring against thepressure of the foot, so that when the foot is removed the motor isslowed down to the minimum speed, as regulated by the hand lever on thesteering wheel, although such constructions permit of motor accelerationat any time by manipulating the hand lever independently of the footlever or button. Where such construction is applied to Specification ofLetters Patent.

Application filed October 20, 1906.

Patented Mar. 15, 1910.

Serial No. 339,815.

a single throttle there is a lost motion bctwcen the hand and footoperative devices equal to the distance of the advance movement ofeither, in all the constructions known to us. That is to say, when thehand device or lever is moved to regulate a speed of the engine, thefoot level' or button must be moved a distance equal to the previousmovement of the hand lever before the foot device will effect thefurther movement to.

open the throttle, and vice versa. Such lost motion has been found to beobjectionable, and it' is the object of this invention (as previouslystated) to const ruct a mechanism which willl permit the independentmovement of the two mannally-opcrated controlling devices, and withoutthe aforesaid objectionable lost-motion. ln some constructions of motorcontrol, designers have sought to overcome this objection by providingtwo separate throttles, one operated by the hand lever and the other bythe foot, which avoids the lost-motion, but it requires two throttles,which of themselves are objectionable, being quite bulky and havingtwice the leakage of a single throttle.

Referring to the drawing, l is the conduit or pipe which connects thecarbureter or gasifying device with the motor, and 2 a disk-form ofthrottle. This form of throttle is adopted for the purposes ofdescription, as the simplest one, though it will be readily understoodthat other forms of throttles may be operated by our improved mechanism.As shown, an oscillating shaft 3 is connected with and carries the diskthrottle 2. J ournaled upon this rod 3 are two oppositely-disposedbeveled gear segments 4 and 5, which are loose upon the said shaft.Secured to the shaft 3 between the said beveled gear segments is a gearjournal or pin G, which carries a beveled gear 7 meshing with theaforesaid segments. These gear segments are provided with arms 4a and 5,which project to the opposite side of the shaft from the said segments,and these arms are connected by suitable rods 1lb and 5b to the hand andfoot operated devices (not shown). It is immaterial which one of thesegments is connected with the foot and hand devices, but fortliepurposes of describing the operation thereof it will be assumed that thelever 5a is connected with the foot operated device, and that the lever4 1s connected with the hand operated device.

The operation of the construction, is asl follows. The hand-operateddevice moves the segment 4 and rotates the bevel gear 7, thefoot-operative segment 5, which is stationary, operates as a fulcrum andthus causes the pin or arm G to move in a direction to rotate the shaft3 and open or close the throttle 2. The hand-operated segment et havingbeen moved for the minimum speed of the motor, the further movement ofthe throttle or valve 2 is effected through the foot-operated devicewhich causes the rotation or oscillation of the segment 5, and therotation of the bevel gear 7, the `segment 4- in this instance acting asa fulcrum which will cause the pin G to travel farther in a circulardirection, and to still farther move or o en the throttle 2. It is wellunderstoo that these hand-operated levers for throttles are providedwith ratchet or frictional devices for holding them in their adjusteclposition, and it 1s not necessary to illustrate such hand lever. It isalso well understood by those skilled in the art that the foot-operateddevices are provided with springs for holding them, or returning them totheir original position after being depressed, and any illustrationthereof is thereore needless.

In a device constructed as above described, it will be seen that whenthe hand-operated device has been moved for controlling the engine, thefoot-operated device is not affected thereby, and lost-motion is notcaused between it and the throttle, but to the contrary, the throttlewill instantly respond to the slightest pressure upon the foot-operateddevice, and hence the engine be instantly accelerated.

The essential principle of our present invention is to so construct theoperating mechanism that the two separate operating devices can be indeJendently moved for controlling the thrott e, and without any lostmotionbetween either of the operating devices and the throttle.

Having thus described our invention, what we claim and desire to secureby Letters Patent, is

1. A throttle-operating mechanism comprisino a throttle, a gearconnected with the throtte, independently movable gear segments engagingopposite "sides of the said gear whereby the throttle may be operatedindependently by the gear segments without respective lost-motion.

2. A throttle-operating mechanism comprising a shaft, a throttleoperatively connected therewith, a gear having a journal connected withthe shafts, gear segments engaging opposite sides of the gear wherebythe gear segments may be independently operated for rotating the gearand moving the throttle without respective lost-motion.

3. A throttle-operating mechanism comprising a throttle, a shaftoperatively connected therewith, a gear journal connected to the shaft,gear seglnents at opposite sides of the gear whereby the gear segmentsmay be moved independently for the purpose described without respectivelost-motion.

4. A throtitle-ojfierating mechanism comprising a throttle, a shaftoperatively connected therewith, a laterally projecting gear journalcarried by the shaft and made fast thereto, gear segments j ournaled onthe shaft at opposite sides of said gear and loose upon said shaft topermit independent movement for the purpose described..

5. A throttle-operating mechanism comprising a shaft carrying athrottle, a gear journal made fast to the shaft and projecting laterallytherefrom, gear segments loose upon the shaft and at opposite sides ofthe gear journal, a gear upon the said journal and in mesh with saidsegments, the parts adapted to operate as described.

6. A throttle-operating mechanism comprising a shaft, a throttleoperatively connected therewith, a gear journal projecting laterallyfrom and made fast to said shaft, gear segments loose upon the shaft andat opposite sides of and in engagement with said gear, the gear segmentsprovided with operating levers rojecting at the opposite side of theshaft rom said gear segments.

7. A throttle-operating mechanism comprising a throttle, a shaftoperatively connected therewith, a gear operatively connected with andadapted to rotate the shaft, gear segments located at opposite sides ofthe gear and in engagement therewith, the said gear segments adapted tobe oscillated in opposite directions for the purpose described.

In testimony whereof we aiiix our signatures in presence of twowitnesses.

ALEXANDER VVINTON. HAROLD B. ANDERSON. Witnesses:

O. F. BAUGHMAN, P. T. OPPER.

